Railway-traffic-controlling apparatus



Nov. 4 192.4. l 15142.47

c., R. BEALL f RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Jan. 9, 1923 A bd, ATTORNEY Patented Nov. 4, lQZl.

CHARLES R. BEALL,- 0F SWISSVALE, PENNSYLVANA, ASSIGNGR TO' THE UNION 1,514,247 L rrNT OFFICE.

SWITCH @c SIGNAL COMEANY, OF SISSVLE, PENNSYLVANA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Applicaton filed January 9, 1523. Serial No. 611,590.

T0 all 'u1/wm, sa may concern.'

Be it lrnown that I, CHARLES l. BEALL, a citizen of the United States, residing at 'iwissvale, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-lraflic-Controlling Apparatus, of'which the following is a specification.

My invention relates to railway traiiic controlling apparatus, and particularly to apparatus of the type comprising governing .means on a vehicle controlled in part by spoed responsive means on the vehicle.

I will describe one form of railway traffic controlling apparatus embodying my invention, and willf then point out the novel features thereof in claims. y

rhe accompanying drawing is a diagrammatic view showing one form of railway traffic controlling apparatus embodying my invention.

Referring to the drawing, the reference character A designates a centrifugal device mechanically driven from an axle (i of the train. This device comprises two weights if which are caused to rotate about a shaft 9 by means of linkwork 4. The centrifugal force so generated causes the weigths to tend to move away from the shaft 9 and hence draw the collar T downwards aga-inst the pressure exerted by a spring 8. rlhus for any given speed of the axle G there will be one, and only one, position of the collar 7. A movable contact finger l0, operated hy this collar 7 is arranged to co-act with a fixed co-ntactwll or a second fixed contact The adjustment of these parts is such that at any speed of the axle (i below the speed corresponding to a suitable low speed of the train herein chosen as l2 miles per hour, the contact lO-li is closed. `When the train speed is l2 miles per hour or above, the contact 10-14 is open and contact 10- is closed. Ar second Contact finger l2 operated by collar 7, and a fixed contact i3, are so arranged that the contact lf2-13 is closed only for train speeds above l2 miles per hour. is shown in the drawing, this contact operation is accomplished by means of a rod N which is shifted longitudinally by collar' 7, this rod having collars spaced theron which collars engage said movable contact fingers,

A double current generator having its alternating current end designated by the referen-oe character D and its direct current end designated by the reference character E is operated by a second aXle F on the train. A synchronous motor C is supplied with alternating current from the alternating current end D of the double current generator by means of `wires and 36. Driven by the synchronous motor is a second centrifugal device B similar in construction'and operation to the first centrifugal device A. Since the frequency of the alternating current generated by the generator D is directly proportional to the speed of rotation of the axle F `and hence the speed of the vehicle, and the speed of the synchronous motor is directly proportional to the frequency of its alternating current supply, it follows that for any given speed of the train there will be one and only one position of the collar 7 of the centrifugal device B. Five movable contact fingers 19, 17, 1S, i7 and 16 co-act with fixed contactmembers 23, 2l, 22, i5 and 20, and these contacts are operated by the centrifugal device B in such a way that contact 16e-20 is closed only when the speed of the train is 8 miles per hour or above, contact l7-21 is open only when the speed of the train is 65 miles per hour or above, contact 18-42'2 is open only when the speed of the train is 35 miles per hour or above, and contacts 19-23 and 47-45 are open only when the train speed is 15 miles per hour or above. As shown inthe drawing this contact operationis accomplished by means of a rod I which is shifted longitudinally by collars 7 and which rod is providedfkwith collars spaced thereon and which collarsy engage the movable contact fingers.

l will term the device B the maincentrifugal device. andthe device A the auxiliary centrifugal device. y,

The reference character R designates a valve capable yof assuming three4 positions.

yThis valve is operatedl by any convenient means not shown in the drawing in such a manner that when traffic conditionsin advancey are safe the pipe 5l, which controls the train brakes is connected with pipe 52 and disconnected from pipes 53 and 50; when trafficeconditions n yadvance are Such AWire 4K1 backr to Wire 43;

as to require caution, the pipe 51 is connected to pipe 5.3 and disconnected trom pipes 52 andk 50; and when traffic conditions in advance are dangerous pipe 5l is connected to pipe 50 and disconnected from pipes 52 and rlhe pipe 5l which contains a fluid under pressure greater than atmosphere is thus selectively connected to one of the three pipes` 50', 53 or 52. idhen the pipe 5l is opened to atmosphere the brakes are applied on the vehicle in the usual and Well known manner. This pipe 52 is providedv with a valve S comprising a chamber $54 having a seat-ing member 56 which may be moved into and out oi a posiytion Awherein it closes an aperture 54, thus closingor `opening said valve to atmosphere. The seatingmember 56 is normally biased to its open position by means of the liuid pressure in the pipe 5l. This member is controlled by a magnet Winding l-l Which serves when energized to close the valve Similar valves. T and U having magnet windings M' and L are provided 'for pipes 5 3 and '50, respectively. Thus it is clear that the brakes are vapplied when traffic conditions in advance permit full speed but magnet ,H is cle-energize l, or When traiiic conditions in advance require caution but magnet lil is cle-energized, or When tra'liic conditions in advance are dangerous but magnet L is cle-energized.

The reference character l designates a direct current turbo-generator which is usedtosupply energy to the apparatus when the vehicle is not moving. This turbo-generator K is provided with a `circuit Which passes from its upper terminal through Wire 3,1, Contact 1Y0-14 or centrifugal device e., Wires 1l and 29, contact 1 9-23 of centrifugfl device B, Wires 25, 27 and 26 .contact l7-2l oi'i centrifugal device B, Wire 37, Winding otmagnet H, and Wires 39, 42, 43 and`34 back to the lower terminal of generator K. This circuit is provided with a branch which lpasses from Wire 27, through Wires 2 4 and 50, contact 13-22 of centrifugaldeviceB, Wire 30,ivinding of magnet lvl, and Wire 4() vback to. Wire 42. A second branch passes from Wire 27 through wires 24V and 4'6contact 4%-45 oi centrifugal device B, Wire 332 Winding of magnet L and The circuit and the,tivo,branchesthereto which l have just tracedare closed only when thetrain speed is less,' tlianvl2A miles per hour, because at all other. .tnlesentet 10-14 is. Open.

'lfliedirect current end E of the double current" generato-r is. prmridedV with a cir- (,:uitr Whip 'passes from its upper terminal through Wire 33, contact l6-20 of centritugal device B, Wire 32, contact 'l0-l5 of centrifugal device fr, Wire ll, contact l2-l3 ot Centrifugal ,device A, vites 28, 27 and 36 Contact 17-21 of centrifugal device B; Wire 317, Winding of magnet H, Wires 39, 42, 43 and 44 back to the lower t-erminalvot generator E. This circuit is closed only When the train speed is'above l2 miles per hour and less than l65y miles per hour.A Tghiscircuitis provided with a branch which .passesgrom Wire 2?, through Wires 24 and 50,. contact l6w22 oli centrifugal device B, Wire 30, Winding of magnet M', and Wire 40 back to Wire 42. The circuit is closed through this branch only When the train speed is greater t ian l2 miles per hour and less than 35 miles per hour. tor the circuit for generator ld passing from Wire 27 through Wires 24 and 46, con-` tact 4;--4U out centrifugal device B, WireA 38, Winding of magnet L. and Wire 4l back to Wire 43. 'The circuit is closed throughy this branch only when the train speed isgreater than l2 miles per hour and less than` 15' miles per hour. It is clear then that magnet llis energized for all train speeds below miles per hour,kmagnet M is'energized' for all train speeds below miles yper Vhour and magnet H is energized for all train speeds below miles per hour.

lnV operation the magnetsare energized by the turbogenerator K at speeds below 12 iles per hour. At 8 miles per hour conact 3 6-20 Von centrifuge device B closes o. provide means whereby the magnets may feceive current from. generator E, but they lo not receive this current until the speed rea e. l2 miles per hour when Contact i0 closes. At l5 miles'per hour contact 23 .-lQ opens thus supplying current Jfrom E the magnets solel throu 'h contact e Y g lfml. illl/Then the train slovvsdown the same procedure takes place in the reverseorder.

ln normal operation, if' traiiic conditions in a vence are safe the -brakes Will not be applied until the train speed exceeds 65 miles per hour; il tralic conditions in advance require caution, the brakes Will be applied only when the trainA speed exceeds 35 miles per hour; but it the traiiic condi* tions in advance are dangerous the brakes Will be applied when. the train speed ceeds l5 miles per hour.

@ne reason for operating the centrifugal device B through the medium olf theV synchronous motor C and the axle-driven gen eratcr D that by so doing tli'isdevice-inay be placed at any desired location on; the train. Another reason is that' the device may be made small and' lighty and so par- A. second branch is providedV lit-fi tacts will not be properly actuated in accordance with the actual speed of the train, and the speed controlling apparatus would then not function in the manner intended. To guard against this contingency, l have provided the auxiliary centrifugal device A which may be of rugged and reliable construction and is preferably connected as directly as possible tothe axle Gr so that failure of this device to reiiect actual train speed is highly improbable. Assume that the train is running at l2 miles or more per hour and that centrifugal device B is at rest for any reason whatever, Contact 16-20 will be open so that the valve magi nets H, M and Li will receive no current from generator E, whereas contact 10-14 will be open so that the valve magnets will receive no current from generator K. vInasmuch as all the valve magnets are then open, it follows that the brakes will be applied and the train brought to a stop.

If the generator E should fail the valve magnets will of course receive no current from this generator, and if the train is running at 12'miles or more per hour, contact 10--14 will be open so that the valve magnets will likewise receive no current from generator K, with the result that the train will be brought to a stop.

In the extremely improbable event that centrifugal device A `fails to operate its contacts in the manner intended then' contact 10-15 will remain open so that generator E will furnish no current to the valve magnets, and when the train speed exceeds l5 miles per hour contact 19-23 will open so that the valve magnets will receive no current from generator K, with the result that the brakes will be applied andthe train brought to a stop.

Although I have herein shown and described only one form and arrangement of railway traflic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is: i

l. Railway traiiic controlling apparatus comprising a vehicle, an alternating current generator, driven by an axle of said vehicle, a synchronous motor supplied with current by saidfrenerator, a main centrifugal de,- vice operated by said motor, an auxiliary centrifugaldevice f operatively connected with an axle of said vehicle, and governing means on the vehicle controlled `jointly said twocentrifugal devices. f

2. Railway traffic controlling apparatus comprising a vehicle, an alternating current generator driven by an axle of said vehicle, a synchronous motor supplied with current by saidgenerator, a main centrifugal device operated by said motor, contacts controlled by said centrifugal device, an auxiliarycen-v trifugal ydevice operatively connectediwitlil comprising a vehicle, an alternating currenti generator driven by an axle of said vehicle, a synchronous motor supplied with current by said generator, a centrifugal device op` erated by said motor, a second generator driven by anaxle of said vehicle,'a third generator on said vehicle driven by means independent of the motion of the vehicle, and governing apparatus on the vehicle controlled by said centrifugal device andl supplied 'with' current from said second generator or said third generator according as the speed of the vehicle isabove or below a given value.

4t. Railway traiiic controlling apparatus comprising aI vehicle, a main centrifugal `device, means interposed between said device and an axle of the vehicle for driving said device, speed governing mechanism controlled by said device, an auxiliary centrifugal device operatively connected with an axle ef said vehicle, means controlled by said two devices `fo'r'nullifying the laction of said speed governing mechanism when the speed of the vehicle isbelow a givenyvalue, and means also kcontrolled by said devices for applying the vehicle brakes if said main centrifugal device fails while the speed of the vehicle is above a given value.r l

Railway .trafhc controlling apparatus comprising a vehicle, a main centrifugal device thereon, means interposed between said device and an axle of the vehicle for causing the device to rotate at speeds proportional to the speeds of the axle, speedA governing contacts operated by saidcentrifugal device, anauxiiiary centrifugal device operative connected toan axle of said vehicle, speed governing mechanism on said vehicle; a circuit for saidA mechanism including a source of current, said speed governing contacts, a contact operated by said auxiliary centrifugal device and opened at speeds above a given low value, and a contaet operated by said main centrifugal device and opened at speeds above a given higher value; a second circuit for said speed governing mechanism including a source of current, said speed gcverningcontacts. a contact op,- erated by said `main centrifugal device and closed at speeds above a given lower` value, and a contact operated by said auxiliary centrifugal device 4and closed at speeds above lsaid first mentionedv value. v

vRailway traffic. controlling apparatus vice thereon, means interposed between said devi-ce and an axle of the vehicle for causing the device to rotate at speeds proportional to the speeds of the axle, speed governing` contacts operated by said centrifugal device, an auxiliary centrifugal device opera-- tively connected to an axle of said vehicle, speed governing mechanism on said vehicle; a circuit controlled by said speed governing contacts for controlling said speed governing4 mechanism, means controlled b-y said main centrifugal device for opening said circuit at speeds below a given loew value, and an auxiliary circuit also` controlled by saidfspeed governing contacts for supplying currents to said kspeed governing mechanism, and means controlled by said auxiliary centrifugal device for closing said auxiliary circuits at speeds belowa given higher value.

7. Railway traffic controlling` apparatus comp-rising ka vehicle, a main centrifugal. deviceithereon, means interposed between said device and an axle of the vehicle for causing the device to rotate at speeds proportional to the speeds of the axle, speed governing contacts operated by said centrifugal device, an auxiliary centrifugal device operatively connected to an axle of said vehicle, speed governing mechanism on said vehicle; and means controlled by said centrifugal devices for supplying currentto said'speed governing mechanism through said speed vgoverning contacts from a first source when the speed of the vehicle is below a given .value and from a second source when the speed of the vehicle is above said given value, and for discontinuing said supply of current if said main centrifugal device fails when the speed is abovea given low value.

8. Railway traffic controlling apparatus comprising a vehicle, a main centrifugal device thereon, means interposed between said device and an axle of the vehicle for causing the device to rotate at speeds proportional to the speeds of theaxle, an auxiliary centrifugal deviceoperatively connected to an axle of the vehicle, speed governing mechan ism controlled by said main centrifugal device, andemeans including contacts controlled by said centrifugal devices for causing a brake application if said main centrifugal device fails at any speed above a given low value.

9. Railway traffic controlling apparatus comprising a vehicle, a main centrifugal device-thereon, means interposed between said device and an axle of the vehicle for causing thev device to rotate at speeds proportionalto the speeds of the axle, speed governing' mechanism' on said vehicle including contacts operated by said centrifugaldevice, an auxiliary centrifugal device operatively connected with an axle of said vehicle, means for supplying current to said speed governing mechanism, and means controlled by said centrifugal devices for interrupting said supply of current when the speed of the vehicle is above a given value and said main centrifugal device is at rest,

10. Railway traffic controllingy apparatus comprising a vehicle, a main centrifugal device thereon, means interposed between said device and an axle of the vehicle for causing the device to rotate at speeds proportional to the speeds of the axle, speed governing mechanism on said vehicle including contacts operated by said centrifugal device,` an auxiliary centrifugal device operatively connected with an axle of said vehicle, means for supplying current to said speed governing mechanism, and means controlled by said centrifugal devices yfor interrupt-ing said sup-ply of current when the speed of the vehicle is above a given value and said auxiliary centrifugal .device is at rest. A

ll. Railway traffic controlling apparatus comprising a vehicle, a main 'centrifugal device thereon, means interposed between said device and an axle of the vehicle for causing the device to rotate at. speeds proportional to the speeds of the axle, speed governing mechanism on said vehicle including contacts operated by said centrifugal device, an auxiliary centrifugal device operatively connected with an axle of said vehicle, a' source of energy responsive to the speed of said vehicle, a second source of energy unresponsive to the speed of said vehicle; and means controlled by said centrifugal devices for connecting said speed governing mechanism with said first source of energy when the speed of the vehicle is above a given value and for connecting said speed governing mechanism with said second sourcey of energy when the speed of the vehicle is below such value.

12. Railway traliic controlling apparatus comprising a vehicle, a main centrifugal device thereon, means interposed between said device and an axle of the vehicle for causing the device to rotate at speeds proportional to the speeds of the axlen speed Igoverning mechanism on said vehicle includingr contacts operated bv said centrifugal device, an auxiliary centrifugal device operatively connected with an axle of said vehicle, a source of energy responsive to the speed of said vehicle, a second source of energy unresponsive to the speed of said vehicle; a circuit for ,sa-id mechanism including said first source of energy, a contact operated by said auxiliary centrifugal device and opened at speeds above a given low value'` and a contact operated by said main centrifugal device and opened at speeds above a given higher value; a second circuit for said speed governing mechanism including said second source of energy, a contact operated by said main centrifugal device andyclosed at speeds above a given lower value, and a contact operated by said auxiliary centrifugal device and closed at speeds above said firstmentioned value.

13. Railway traflic controlling apparatus comprising a vehicle, a main centrifugal device thereon, means interposed between said device and an axle of the vehicle for causing the device to rotate at speeds proportional to the speeds of the axle, speed governing mechanism on said vehicle including contacts operated by said centrifugal device, an auxiliary centrifugal device operatively connected with an axle of said vehicle, a source of energy responsive to the speed of said vehicle, a second source of energy unresponsive to the speed of said vehicle, means controlled 'by said centrifugal devices for at times connecting said speed governing mechanism with said second source of energy and means controlled by said centrifugal devices for disconnecting said second source and connecting` said first source when the speed of the vehicle exceeds a given value.y

lll. Railway traffic controlling apparatus comprising a vehicle, a main centrifugal device thereon, means interposed between said device and an axle of the said vehicle for causing the device to rotate at speed proportional to the speeds of the axle, speed governing mechanism on said vehicle including contacts operated yby said centrifugal device, an auxiliary centrifugal device opern' atively connected with an axle of said vehicle; and a circuit for said mechanism includingk a contact operated by saidv auxiliary centrifugal device and closed vat speeds above a given low value, and meansfor applying the brakes on the vehicle when the speed ofthe vehicle is above a given value and the main centrifugal device fails.

l5.- Railway ktraffic, controlling apparatus comprising a vehicle, a main centrifugal device thereon, means interposed between said device and an axle of the said Vehicle for causing the device to rotate at speed proportional to the speeds ofthe axle, speed governing mechanism on said vehicle including contacts operated by said centrifugal device, an auxiliary centrifugal device operatively connected with an axle of said vehicle; and a circuit for said mechanism including a contact operated by said main centrifugal de vice and closed at speeds above a given low value, and means for applying the brakes on the vehicle whenthe speed of the vehicle is above a given rvalue and the auxiliary centrifugal device fails.

in testimony whereof I afi-ix my {signature.

CHARLES R. BEALL. 

